The OFFICIAL clunk/thunk driveshaft thread
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I don't think that is remotely possible.
Cost sounds pretty reasonable.
If not greased enough then eventually the splines in the shaft develop a resistance to slipping smoothly (moving in and out with suspension movement). The shaft stays the same length until it moves "all at once" with thunk. Not many reported problems from the front. It moves less and over a smaller range than the rear.
If not greased regularly the oil in the grease will be consumed, bleed and evaporate from the unit leaving behind the non-lubricating thickeners. The seal will get packed with dust and grime blocking grease flow.
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Well, just greased the driveline for the first time since I bought my rig. Everything went smooth, the worst part was contorting my body to reach all the zerks. I did not jack the truck up. Luckily I was able to reach all but one of the zerks without moving the truck. I did have the issue of not being able to put the truck fully in park, but after removing the zerks and releasing the pressure it went in park easy. Took it for a spin, the clunk is definetely gone. Planning on lubing the shafts regularly. Thanks everyone who posted in this thread. It was a huge help. About to go cruisin, to bad it will be on pavement.
Kev UZJ100 said:
Plan on it every other month.
I no longer have the clunk since I installed new suspension bushings all around. I can still feel the movement but it no longer thuds.
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petrotk40 said:
I listed the parts but didn't do a write up. It's so obvious and easy to do.
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So I have been greasing my drivelines and I still get the thud. I get it when I put it in drive, there 1.5 second delay and thud I can feel it in gear. The other time is when I'm coasting and suddenly step on the gas I get the thud. Any ideas on what I'm doing wrong?
Mine does the exact same thing... I'm thinking it's just a sign of age. As each component wears, every little bit of slop from each component adds up and transmits back as the thud.
I'm not sure what the gold warranty covers, but I think it's worth asking.
For reference my 2000 has 150k on it.
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Looking for insight as to where the slip joint is located on the different year trucks. Our 98 has the slip joint at the rear diff side of the driveshaft, but my in-law's 05 (which has a clunk that I can't get rid of) has the slip joint at the t-case side of the driveshaft.
Was there a change in the newer trucks or has this 05 been put back together incorrectly at one time?
rich
Was there a change in the newer trucks or has this 05 been put back together incorrectly at one time?
rich
Anyone who has greased their slip joint want to chime in? Was the slip joint for the rear driveshaft at the rear diff or up at the t-case? Trying to determine if this '05 was put together wrong at one point as it has a clunk I can't seem to get rid of.
rich
rich
Primarily a bump for this thread, but after 8 months of various mechanics trying to figure out where the suspension thunk was coming from, including a diagnosis of the parking brake shoes being worn, resulting in the mechanic replacing the entire assembly ($$), 10 minutes of greasing the ujoints and slip joints using whatever grease was in my grease gun and it's 100% better. So much for the 60K service being completely done 6 months ago . . .
Slip joint is at the rear.
A quick safety question related to the procedures recommended here. Several folks have recommended jacking up and resting on stands.
I have an LX that still has AHC. If I can fit under there in high mode, is that safe enough, or is there reason to believe that the truck would adjust height as a result of the procedure?
I have an LX that still has AHC. If I can fit under there in high mode, is that safe enough, or is there reason to believe that the truck would adjust height as a result of the procedure?
APKhaos
Unfixing the unfixable
If AHC High give you enough room, just place some jack stands for safety and go for it.
The limitation is that with the wheels on the ground you can't rotate the drive shaft to get ideal access to the zerks.
The limitation is that with the wheels on the ground you can't rotate the drive shaft to get ideal access to the zerks.
I'm a newbie to Landcruisers and the site, having recently purchasing a 1991 fj80 with 160K mileage on it and in excellent condition. It does have the clunk and especially when shifting from D to R and vice-versa. I was under it greasing the slip joints and U-joints and I noticed that the rear driveshaft slip joint is positioned at the front, near the transfer case and not near the differential. Is it fact that ALL fj80 slipjoints are positioned like the drawing a few posts ago? That is, that the front shaft slip joint is at the front and the rear shaft slip joint is at the rear? I know this has had transmission replaced about 5k miles ago, did they reverse the rear shaft? Should I put it back the right way? And, how can I tell if it's in phas or not when I change it over? Thanks in advance and glad to be an owner of this great truck. Bob in Michigan.
This is a 100 series forum by the way. It's been so long I don't remember what my 80 was like. I'm sure a previous 80 owner will chime in but you would have better luck posting in the 80 forum I suspect.
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